import cargo reporting overview

IMPORT CARGO REPORTING OVERVIEW MANUAL – V1.0 27/08/2007 1.1

1 IMPORT CARGO REPORTING OVERVIEW

Australian Customs Service 5 Constitution Avenue Canberra ACT 2601

Telephone: 02 6275 6666 Facsimile: 02 6275 6999

© Commonwealth of Australia 2005

This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without prior written permission from the Australian Customs Service. Requests and enquiries concerning reproduction rights should be addressed to the Director, Corporate Communication, Australian Customs Service, 5 Constitution Avenue, Canberra, ACT, 2601.

IMPORT CARGO REPORTING

1.2 IMPORT CARGO REPORTING OVERVIEW MANUAL – V1.0 27/08/2007

CONTENTS Overview...............................................................................................................3

Australian Quarantine Inspection Service (AQIS) requirements.......................3

Reporting sea cargo..........................................................................................4

Reporting air cargo ...........................................................................................8

Cascade Reporting .........................................................................................11

Underbond Movement Requests (UBMR) ......................................................12

States and Status............................................................................................13

Chaining And Stacking....................................................................................13

Integrated Cargo Report (ICR)........................................................................14

Offences in respect of Cargo Reporting..........................................................15

Import Document Status.....................................................................................16

Viewing Import Document Status .......................................................................18

Viewing an Import Document Status Detail ........................................................23

Related topics .................................................................................................25

Further assistance ..........................................................................................25

Annex A – ICS linking fields for sea cargo .........................................................26

Annex B – ICS linking fields for air cargo ...........................................................27

Annex C – ICS linking fields between documents and UBMRs..........................28



OVERVIEW All cargo must be reported electronically to Customs prior to the cargo’s actual arrival in Australia. This information is critical for Customs and the Australian Quarantine Inspection Service (AQIS) to make risk assessment decisions. The ability to expedite the risk assessment process will impact on the time it takes Customs and AQIS to clear and release legitimate cargo. Cargo cannot be released without a cargo report.

In-transit1 and transhipment2 cargo must also be reported to Customs electronically.

Cargo reports may be lodged in the Integrated Cargo System (ICS) as soon as information they contain is available. This means that the lodgement of the separate documents required to report and clear import cargo does not necessarily occur in a single sequence or order. The ICS will ‘hold’ reports as they are lodged until such time as they are required in the sequence. The exception to this is underbond movement requests, which cannot be lodged until the related cargo report has been lodged.

The Customs ‘early report, early status’ initiative gives cargo reporters the ability to report cargo early in order to obtain status early. Early provision of status will provide cargo reporters with greater certainty about the release of their cargo. Status for a cargo report will be provided when:

the impending arrival report has been lodged,

the screening period for the cargo report has expired and

the importing vessel or aircraft has left its last overseas port.

The following overviews outline the document sequences for sea and air cargo that are expected to occur most frequently.

The modules in the Import Cargo Reporting manual address the business processes associated with each of the documents described in this overview in detail. The modules also provide a ‘how to’ guide for lodging and viewing the documents using the Customs Interactive (CI) facility.

AUSTRALIAN QUARANTINE INSPECTION SERVICE (AQIS) REQUIREMENTS

A range of quarantine changes were introduced to industry under the import component of Cargo Management Re-engineering (CMR).

To help you understand these changes, AQIS developed an information booklet explaining the new reporting and operating requirements.

1 “In-transit cargo” means cargo that has discharge and destination ports or airports outside Australia. In-transit cargo should not be discharged at an Australian port or airport, but must be reported as in-transit at the first Australian port or airport. 2 “Transhipment cargo” means cargo that is intended for discharge at an Australian port or airport to be loaded on to another international ship or aircraft for carriage to a destination outside Australia.



To view the AQIS CMR (Imports) Information booklet go to www.aqis.gov.au and follow the AQIS Cargo Management Re-engineering (CMR) import issues link from the Quick links section.

REPORTING SEA CARGO

The earliest document lodged in reporting sea cargo would be expected to be the impending arrival report (IAR). Customs would expect to receive the cargo list reports (CLR) and the sea cargo reports (SCR) next. The impending arrival report, cargo reports and cargo list reports must be lodged before the arrival of the ship at its first Australian port.

The actual arrival report (AAR) must be lodged on arrival at each Australian port.

All sea freight unloaded from a vessel must be accounted for on an outturn. Sea cargo outturn reports come in two formats.

The discharge of containerised cargo is out-turned by the cargo terminal operator (CTO) using the progressive discharge report (PDR)

The discharge of bulk and break bulk cargo is out-turned using the sea cargo outturn report.

Once cargo is discharged from a vessel it can be released (if clear) or moved underbond for transhipment or deconsolidation. An underbond movement request (UBMR) must be lodged for cargo that is to be moved prior to release.

Outturn reports must also be lodged on the arrival of cargo at a CTO or depot to acquit an underbond movement. These are also known as receipt outturns.



Diagram One – Simplified sea cargo reporting sequence

Timeframes for reporting import cargo are prescribed by legislation. The following table shows timeframes and responsibilities for lodgement of sea cargo reports:

Document Number Responsible Party

Lodgement timeframe

Who may lodge

Impending arrival report

One report per voyage

Vessel operator

Not more than 10 days and not less than 96 hours before ETA at first Australian port1

Vessel operator, principal agent or a bureau




Lodgement timeframe

Who may lodge

Sea cargo report

One report per bill of lading

Cargo reporter2

Not less than 48 hours before ETA at first Australian port3

Cargo reporter or a bureau

Cargo list report

One report per discharge port, if required

Cargo reporter2

Not less than 48 hours before ETA at first Australian port3

Must be amended not less than 48 hours before ETA at subsequent Australian ports

Cargo reporter, their agent or a bureau

Actual arrival report

One report per port

Vessel operator

Within 24 hours of arrival at each Australian port, or before a clearance from that port is granted, whichever occurs first

Vessel operator, principal agent or a bureau

Cargo outturn report

One report per port

Cargo terminal operator, stevedore

Within five days following the day of discharge

Cargo terminal operator, stevedore or a bureau

Progressive discharge report

Cargo terminal operator, stevedore

Within three hours of the commencement of discharge of containerised cargo and then at intervals of up to three hours until discharge is complete

Cargo terminal operator, stevedore or a bureau

Underbond movement request

One request per underbond movement

Any party related to the shipment4

After the lodgement of the related Sea Cargo Report and before movement to another CTO/depot

The party related to the shipment or a bureau




Lodgement timeframe

Who may lodge

Receipt outturn report

(containerised cargo)

Party receiving the underbond cargo

If unpacked, within 24 hours of completion of unpacking.

If not unpacked, within 24 hours of receipt at a CTO/depot

Party receiving the underbond cargo or a bureau

Receipt outturn report

(break bulk cargo)

Depot, CTO or stevedore receiving underbond cargo

By the end of the working day after discharge

Depot or cargo terminal operator, stevedore or a bureau

Notes:

1 - for shorter voyages between Australian ports shorter timeframes are stipulated.

2 – Cargo reporter is defined as the party that organised the carriage of the cargo to Australia. This may be the vessel operator, a slot charterer or a freight forwarder

3 - for journeys of less than 48 hours these reports must be lodged in accordance with shorter periods as prescribed in the regulations

4 – Parties related to the cargo are:

• the vessel operator

• the vessel operator’s principal agent

• the current or intended custodian of the cargo (stevedore or depot)

• the cargo reporter

• a licensed broker (for the purpose of transhipment only)

As cargo reports are lodged they are automatically ‘linked’ to related reports already lodged in the ICS. The fields used to link related reports include:

• Vessel Name & Voyage Number

• Port and date/time of last overseas departure

• Port of arrival

• Party responsible for first receiving any cargo discharged

A diagram showing the linking fields between sea cargo reporting documents is at annex A to this module. Diagrams showing the linking fields between sea cargo reporting documents and UBMR are at annex C to this module.



REPORTING AIR CARGO

The earliest document lodged in reporting air cargo would be expected to be the impending arrival report (IAR). Customs would expect to receive the air cargo reports (ACR) next. The impending arrival report and cargo reports must be lodged before the aircraft’s estimated time of arrival at its first Australian airport.

The actual arrival report (AAR) must be lodged on arrival at each Australian airport.

All air cargo unloaded from an aircraft must be accounted for on an air waybill outturn. Air waybill outturns are required to be lodged at each port of discharge.

Once cargo is discharged from an aircraft it can be released (if Clear) or moved underbond. An underbond movement request must be lodged for cargo that is moved prior to release.

Outturn reports must also be lodged on the arrival of cargo at a CTO or depot to acquit the underbond movement.



Diagram Two – Simplified Air Cargo Reporting Flow

Timeframes for reporting import cargo are prescribed by legislation. The following table shows the timeframes for lodgement of air cargo reports:



Notes:

1 - for journeys of less than three hours these reports must be lodged not less than one hour before estimated time of arrival at the first Australian port

2 – Cargo reporter is defined as the party that organised the carriage of the cargo to Australia. This may be the airline, a charterer or a freight forwarder


Lodgement timeframe

Who may lodge

Impending Arrival Report

One per flight Aircraft operator Not more than ten days and not less than three hours before ETA at first Australian airport1

Aircraft operator, their agent or a bureau

Air Cargo Report

One per air waybill

Cargo reporter2 Not less than two hours before ETA at first Australian airport3

Cargo reporter, their agent or a bureau

Actual Arrival Report

One per airport

Aircraft operator or principal agent

Within three hours of arrival at each Australian airport, or before a clearance from that airport is granted, whichever first occurs

Aircraft operator, their agent or a bureau

Air Waybill Outturn Report

Cargo Terminal Operator

Within 24 hours of the arrival of the aircraft

Cargo Terminal Operator or a bureau

Underbond Movement Request

One per underbond movement

Any party related to the shipment4

After the lodgement of the related cargo report and before movement to another CTO/depot

The party related to the shipment or a bureau

Receipt Outturn Report

Depot or CTO receiving the underbond cargo

If unpacked, within 24 hours of completion of unpacking.

If not unpacked, within 24 hours of receipt at a CTO/depot

Depot or CTO receiving the underbond cargo



3 - for journeys of less than two hours these reports must be lodged in accordance with shorter periods as prescribed in the regulations

4 – Parties related to the cargo are:

• the airline operator

• the airlines principal agent

• the current or intended custodian of the cargo (CTO or depot)

• the cargo reporter

• a licensed broker (for the purpose of transhipment only)

As cargo reports are lodged they are automatically ‘linked’ to related reports already lodged in the ICS. The fields used to link related reports include:

• Flight Number & Date of Arrival

• Port and date/time of last overseas departure

• Port of arrival

• Party responsible for first receiving any cargo discharged

A diagram showing the linking fields between air cargo reporting documents is at annex B to this module. A diagram showing the linking fields between air cargo reporting documents and UBMR are at annex C to this module.

CASCADE REPORTING

Cascade reporting refers to the process by which cargo reporters notify Customs of other cargo reporters on whose behalf they have carried cargo, or to whom they have on-sold cargo space. Cascade reporting applies in both the air and sea cargo environments. The ICS facilitates this reporting by means of a ‘freight forwarder indicator’ on the relevant cargo reports.

The carrier is required, as the first cargo reporter, to report to Customs the full detail of cargo for which they are directly responsible. They are also required to notify Customs of any cargo carried on behalf of another cargo reporter. The ‘freight forwarder indicator’ is used for this purpose. Cargo described on subsequent (lower level) reports will not receive clear status until it has been fully reported. This requires full reporting of all details required for Customs and AQIS risk assessment, including ultimate consignee.

Second, and subsequent, cargo reporters have a similar reporting obligation. They are required to report to Customs the full detail of the cargo for which they are responsible. They are also required to notify Customs that lower levels of reporting are expected. The ‘freight forwarder indicator’ is used for this purpose.

Diagram three, below, demonstrates a simplified cascade reporting flow as it applies in the sea cargo environment. In this example the carrier has reported two ocean bills of lading (OBL) - MEL0001 and MEL0002. The carrier has indicated that they are responsible for the goods on OBL MEL0001 and have reported the full details for consignments on that bill. The carrier has, by use of the freight forwarder indicator, indicated that OBL MEL0002 is subject to further reporting by another cargo reporter. The carrier has not provided full details for the



consignments on OBL MEL0002. The goods on OBL MEL0002 will not receive a clear status until they are fully reported at a lower level.

Freight forwarder 1 has lodged two cargo reports for the goods on OBL MEL0002. They have notified Customs that this OBL covers goods on two house bills of lading (HBL) - # 100100 and # 200200. Freight forwarder 1 has, by use of the freight forwarder indicator, indicated that HBL # 100100 is subject to further reporting by another cargo reporter. The goods on HBL # 100100 will not receive a clear status until they are fully reported at a lower level.

Freight forwarder 2 has also lodged a cargo report for goods on OBL MEL0002. They have notified Customs that this OBL covers consignments on two of their house bills - # 07734 and # 318. Freight forwarder 2 has not indicated further links to lower level bills, and therefore must report all details for the consignments on these bills.

Links between consignments in the ICS are based on the highest-level document. Although they may choose to do so, freight forwarder 2 is not required to indicate the link between their HBLs and those of freight forwarder 1.

Cargo reports may be lodged as soon as the reporter has the required information available. Cargo reports must in any case be lodged in accordance with legislative requirements. Early reporting by all parties will ensure that status is returned to all reporters at the earliest opportunity. Late or delayed reporting of high-level reports will cause delays in the return of delivery and /or underbond status to reporters lower in the chain.

Diagram Three – Simplified Cascade Reporting Flow

UNDERBOND MOVEMENT REQUESTS (UBMR)

Once approved, an underbond movement request (UBMR) allows for the movement to a licensed Customs depot or warehouse of cargo that does not yet have an authority to deal and may not be released for home consumption or



warehousing. Section 71E(1) of the Act, provides for certain parties to apply to Customs for permission to move goods under Customs control to another place.

A UBMR may be lodged with Customs electronically any time after the associated cargo report has been received. An integrated cargo report (ICR) allows for the concurrent lodgement of a cargo report and a UBMR.

The conditions that are applied to the approval of an underbond movement request include:

• the associated cargo report has been lodged;

• the screening period for the cargo report has expired;

• the correct ‘Request Reason’ has been used for certain types of cargo.

If one or more of these conditions is not met the UBMR will not be approved. Unapproved UBMRs may be stored in the ICS until they meet all the conditions for approval.

STATES AND STATUS

Once a UBMR is validated and processed, its state (and that of related UBMRs) will be reflected in the status of the cargo report. Valid UBMR states are:

• Stored - the UBMR is stored awaiting a request to move the cargo to the originating destination as quoted in the request (see ‘stacking’ below)

• Chained - the UBMR is linked to a request to move the cargo to the originating destination as quoted in the request.

• Approved - underbond movement of the goods is allowed; this may be subject to certain conditions

• Acquitted - the goods have been reported as having arrived at the destination establishment

• Withdrawn - the UBMR has been withdrawn by the requestor.

The ‘condition’ of a UBMR is established via existing information from the cargo report or as a result of risk assessment of the UBMR. The ‘condition’ of a UBMR can only be checked/viewed in the ICS.

CHAINING AND STACKING

The ICS will allow multiple UBMRs to be reported and approved concurrently for a cargo shipment. This means that an UBMR can be lodged at any time after the related cargo report has been lodged, irrespective of where the UBMR is in the sequence of underbond moves. Different parties may lodge UBMRs for different stages in the movement of the same cargo. The ICS uses a ‘chaining’ process to allocate a sequential number to each underbond cargo movement. This ensures the cargo can be tracked. UBMRs may be lodged in any order within a ‘chain’.

UBMRs may also be ‘stacked’ in the ICS. ‘Stacking’ occurs where some of the UBMRs in a ‘chain’ are not yet lodged in the ICS.

Diagram Four shows a simplified example of stacking. In this example goods are unloaded at a CTO. They are then to be moved to depot A. This movement may



be approved on the lodgement of a separate cargo report and an UBMR or the lodgement of an integrated cargo report.

From depot A the goods are further planned to move to depot B and then depots C and D. The diagram shows that the UBMR for the movement from Depot A to Depot B has not yet been lodged.

Depot B has lodged UBMRs to move the goods to depot C and D. The ICS will accept these UBMRs and ‘stack’ them awaiting the earlier link in the chain – the UBMR from depot A to depot B. The UBMR for the moves from depot B to will have a status of ‘Stored’. Once the UBMR for the move from depot A is lodged all UBMR in the sequence will become ‘Chained’.

Diagram Four – Simplified example of UBMR stacking.

INTEGRATED CARGO REPORT (ICR)

The ICS allows cargo reporters to submit a cargo report simultaneously with an underbond movement request. This facility is known as the integrated cargo report.

An ICR may only be lodged electronically using electronic data interchange (EDI) messaging. There is no functionality in Customs Interactive for this document.

An ICR for sea cargo must be reported not less than 48 hours prior to the estimated time of arrival (ETA) at the first port in Australia.

An ICR for air cargo must be reported not less than two hours prior to the ETA of the aircraft at the first airport in Australia.



Other timeframes for reporting an ICR may be specified in the Customs Regulations.

The ICR contains the same information as would otherwise be included in the cargo report and an initial UBMR.

The ICS processes the cargo report component of the ICR first. If the cargo report section fails validation, the entire ICR (including the UBMR) will be rejected without further processing.

OFFENCES IN RESPECT OF CARGO REPORTING

The Customs Act contains a range of both strict liability and fault-based offences that may apply where a person fails to meet reporting requirements. For a strict liability offence it is not necessary for Customs to prove that it was committed intentionally. Some of the strict liability offences are subject to the Infringement Notice Scheme (INS).

Further information on cargo reporting in the ICS is contained in the modules of the step process manual. Each of these modules addresses the lodgement and processes for the individual documents required to correctly report cargo to Customs.

Further information about the Customs Regulatory Philosophy can be found at http://www.customs.gov.au

FURTHER INFORMATION ABOUT THE CUSTOMS INFRINGEMENT NOTICE SCHEME CAN BE FOUND AT HTTP://WWW.CUSTOMS.GOV.AU



IMPORT DOCUMENT STATUS All cargo reports are assigned a ‘consolidated status’ within the ICS. The status represents an evaluation of information as it applies to all documents in the import process such as:

• the impending arrival report

• higher- and lower-level ‘cascade’ cargo reports (if any)

• underbond movement requests (if any)

• import clearance documents (e.g., import declaration) (if any).

Consolidated status indicates whether:

all relevant documents have been lodged

linking fields such as flight number, voyage number, Master/Ocean bill numbers have been correctly reported and linking has occurred

all applicable conditions such as deconsolidation have been met

Customs and AQIS impediments exist.

The status process determines whether a Cargo Status Advice (CSA) message should be transmitted. If a CSA is required then the ICS will send the report to the appropriate destination(s) for example the release premises and the owner/broker.

The cargo status advice is first sent to relevant industry parties when:

a. the date and time of departure from last overseas port (as reported by the impending arrival report) has passed, and

b. the screening period for the cargo report has expired.

A CSA will be re-sent if amendments to documents produce a change in the consolidated cargo status.

Screening Periods

The screening period begins when the cargo report is received in the ICS. The initial screening period is 24 hours for sea cargo, and two hours for air cargo. If a cargo report is amended then a re-screening period of two hours is applied. The re-screening period of two hours applies to both air and sea cargo, and commences immediately the amended document is lodged.

If the amendment was made after the expiry of the initial screening period then the re-screening period will have the effect of reverting status for all documents associated with the amended cargo report to HELD. This will apply for a two-hour period commencing on lodgement of the amendment.

If the amendment was made before the expiry of the initial screening period and the duration of the re-screening period is contained wholly within the remaining period of the original screening period (this can only happen in sea cargo) then the re-screening period will have no effect on the time at which status is transmitted. For example, a sea cargo report is amended six hours after its original lodgement;



the duration of original screening period remaining is 18 hours. As the re-screening period of two hours is fully contained within the original screening period this will have no effect on the transmission of status.

If the amendment was made before the expiry of the initial screening period and the duration of the re-screening period is not contained wholly within the remaining period of the original screening period (this can happen in air or sea cargo) then the re-screening period will have the effect of delaying the transmission of status by the duration of the re-screening period not included in the original screening period. For example an air cargo report is amended one hour after its original lodgement, the duration of original screening period remaining is one hour - one hour of the two hours re-screening period is not contained in the original screening period and thus delays the transmission of status by this amount (one hour).

Consolidated Status

The Import Document Status Summary View and Import Document Status Detail View screens display ‘status’ for a consignment. Communicators of cargo reports and declarations may use these screens to verify that a consignment is available for delivery into home consumption or may be moved between approved premises. For example goods may be ‘CLEAR’ for release or ‘HELD’ due to a Customs or AQIS impediment; underbond movement may be required, permitted or not permitted.

The following table lists valid values for consolidated status in the ICS:

Status Meaning

CLEAR The consignment is clear of impediments and may released into home consumption.

CONDCLEAR (Conditionally clear)

The consignment may be delivered into Home Consumption after certain conditions have been met. For example AQIS approved fumigation, or production of an MVSA permit.

HELD After the expiry of the screening period, a HELD status indicates that there is an impediment to the release of cargo into home consumption. For example, the impending arrival report has not been lodged, a voyage number has been incorrectly reported, a Master or Ocean Bill has not been reported or an AQIS or Customs examination is required. It must not be assumed that a Customs or AQIS impediment is causing the HELD status.

SUBUBMOV (Subject to underbond movement)

Consolidated cargo (LCL sea cargo or air cargo on a HAWB) may receive this status. The consolidation must be moved to an approved premises, subject to an approved underbond movement request, and deconsolidated before it can be released into home consumption.

DCLALLOWED (Deconsolidation allowed)

Consolidated cargo may be deconsolidated at sub-master airway bill level (i.e. without further underbond movement) where the lower level airway bills have the same responsible party as the sub-master airway bill. (This status applies to air cargo only).



TRANSHIP (Clear for transhipment)

The cargo may be transhipped through Australia. Transhipment cargo has an Australian port of discharge and an overseas port of destination. If the departure establishment is not the same as the arrival establishment then an approved underbond movement is also required. Reason code TSH is used on these underbond movement requests. Transhipment cargo may, where the intent to tranship the cargo was not known at the time the cargo report was lodged, also be identified solely on the basis of an underbond movement request. Reason code TSH is also required in these cases.

TRANSIT (in-transit cargo)

The cargo may transit through Australia. Transit cargo has an overseas port of discharge and an overseas port of destination.

WITHDRAWN The cargo report has been withdrawn. A withdrawn cargo report may not be further amended. A withdrawn cargo report will be displayed with the word WITHDRAWN in red text across the top centre of the report.

ACSSEIZED (Seized by Customs)

After completing an assessment an authorised Customs officer has determined the goods to be seized under relevant legislation.

CLEARHRM Clear High Risk Movement - a status applied by AQIS to allow release of certain AQIS risks. The risk may be related to the commodity, Australian destination or the origin of the goods. These consignments must be delivered to AQIS-approved premises.

TRANSHPHRM High Risk Movement Transhipment allowed - a status applied by AQIS to allow transhipment of certain AQIS risks. The risk may be related to the commodity or the origin of the goods. These consignments may only be transhipped through AQIS-approved premises.

AQIS SEIZED After completing an assessment an authorised AQIS officer has determined the goods to be seized under relevant legislation.

VIEWING IMPORT DOCUMENT STATUS

A shipping company, broker or owner of the consignment will use the Import Document Status Summary View screen to verify that goods/cargo is clear for release for home consumption and/or before the cargo is moved to another depot or Customs place. Additionally, this screen will be used to identify any reasons that the goods/cargo has not been released for home consumption.

The Import Document Status Summary View screen displays the current consolidated and underbond movement status for a consignment and if there are any impediments or conditions that relate to a line of cargo. If applicable, a hyperlink may be enabled so that more information on the status conditions of the cargo may be obtained via a link to the Import Document Status Details View screen.



Import Document Status Summary View

To view the import document status summary:

Step 1. Click on the Status hyperlink from one of the following screens:

• Air Cargo Report View

• Sea Cargo Report View

• Cargo List Report View

• Sea Cargo Manifest List

• Import Declaration Transport Details View

• Self Assessed Clearance Declaration Header View

The Import Document Status Summary View (air) screen displays.

Or the Import Document Status Summary View (sea) screen displays.



The Import Document Status Summary View screen enables users to view the complete current status of an import document.

Resending Status

In cases where a cargo status advice has previously been sent using the outbound messaging process, the Resend Status button will be active.

The external user view of the Import Document Status Summary View screen includes an active Resend Status button. External users may only view status for documents that they have an interest in and may resend missed or otherwise incomplete status messages to themselves.

Customs Officers may see status for all documents and choose which of the original cargo status message recipients to resend status to.



The Import Document Status Summary View screen is divided into three sections. The table below describes each section of the screen:

Section Function Additional Information

Document/line information.

Note: the Customs Document ID will be blank if the document is not an import declaration.

This information displays at the top section of the screen and relates to the transportation details of the line of cargo from the document the status was linked/accessed from.

Fields may be blank if the information is not relevant to the specific document.

Status Summaries. This section displays in the centre of the screen and is relevant to the consolidated status and underbond conditions of the cargo.

If the fields under the ACS or AQIS column have a value of NO, a hyperlink to the Import Document Status Detail View screen may be enabled.

If the additional status ‘Import Declaration Paid’ is displayed, the NO hyperlink will not be enabled.

For documents that have a status of ‘withdrawn’ or ‘seized’, there will be no details to view and the NO value will not be hyperlinked.

Supplementary Information.

This is the bottom section of the screen and includes any relevant additional information regarding the cargo, for example if there are any impediments that the carrier or shipping company need to address before the cargo status can be set to CLEAR.

Supplementary information will only display if YES is displayed beside the Supplementary Information field.

Conditional release notes will only display if the Consolidated Status is CONDCLEAR.

Impediment details will only display if the Consolidated Status is CONDCLEAR or HELD.

If more than one page of supplementary information is available, the Prev and Next buttons will be enabled.

The following table lists the options available on the Import Document Status Summary View screen.



Option Action Result

To view the Status Detail View screen for a section of a summary with the value of NO.

Click on any NO hyperlink.

The Import Document Status Detail View screen for the section displays

To view the previous or next page of results.

Note: only available if more than one page exists.

Click on the Page Prev or Next button.

The previous or next page of results displays.

To view the previous or next line of results.

Note: only available if more than one line exists.

Click on the Line Prev or Next button.

The previous or next line of results displays.



VIEWING AN IMPORT DOCUMENT STATUS DETAIL The Import Document Status Detail View screen enables users with the appropriate access to view the details of status conditions for an import document.

The Import Document Status Detail View screen displays the current consolidated and underbond movement status for a consignment and the details of the status conditions. The status conditions will only display if the cargo line has a condition result of ‘NO’. If the ‘NO’ result is triggered, there may be impediments or conditions that have not been met that relate to the line of cargo.

To view the Import Document Status Detail View screen:

Step 1. Ensure the Import Document Status Summary View screen is displayed.

Step 2. Click on any NO hyperlink.

The Import Document Status Detail View screen displays.

The Import Document Status Detail View screen enables users to view the details of status conditions for an import document.

The Import Document Status Detail View screen is divided into four field sections in addition to the consolidated status and underbond conditions displayed at the top of the screen. Each field section has a status summary of the conditions for each set of fields.



ACS Section

The ACS section contains the following subsections that relate to assessments that are relevant to Customs:

• Cargo Report Evaluated

• Import Declaration Evaluated.

The Cargo Report Evaluated subsection is used to display the ‘NO’ condition results from the evaluation of the cargo line from the cargo and associated import document reports. The ‘NO’ result can be caused by an impediment or a condition that has not been met in one of the reports for a cargo line.

The Import Declaration Evaluated subsection is used to display the ‘NO’ condition results from the evaluation of the cargo line from the import declaration. The ‘NO’ result can be due to an impediment against the import declaration or there may not be an import declaration that matches the information lodged in the cargo report.

AQIS Section

The AQIS section contains the following subsections that relate to assessments that are relevant to the Australian Quarantine and Inspection Service (AQIS):

• Cargo Report Evaluated

• Import Declaration Evaluated.

The Cargo Report Evaluated subsection is used to display the ‘NO’ condition results from the evaluation of the cargo line from the cargo and associated import document reports. The ‘NO’ result can be caused by an impediment or a condition that has not been met in one of the reports for a cargo line.

The Import Declaration Evaluated subsection is used to display the ‘NO’ condition results from the evaluation of the cargo line from the import declaration. The ‘NO’ result can be due to an impediment against the import declaration or there may not be an import declaration that matches the information lodged in the cargo report.

All field conditions with a value of ‘NO’ will be displayed to authorised users. If all of the conditions within a field set are set to ‘YES’, the field set will not display.



RELATED TOPICS Further information on cargo reporting in the ICS is contained in the modules of the step process manual. Each of these modules addresses the lodgement and processes for the individual documents required to correctly report cargo to Customs.

For further information about Cargo Status see the “Cargo Status – A Beginners Guide” document at http://www.customs.gov.au

For information on Air Impending Arrival Reports, refer to Module 2.

For information on Air Cargo Reports, refer to Module 3.

For information on Air Actual Arrival Reports, refer to Module 4.

For information on Air Outturn Reports, refer to Module 5.

For information on Underbond Movement Requests, refer to Module 6.

For information on Sea Impending Arrival Reports, refer to Module 7.

For information on Sea Cargo Reports, refer to Module 8.

For information on Cargo List Reports, refer to Module 9.

For information on Sea Actual Arrival Reports, refer to Module 10.

For information on Progressive Discharge Reports, refer to Module 11.

For information on Outturn Reports, refer to Module 12.

For information on Vessel Summary, refer to Module 13.

For information about the Reference Functionality relating to Cargo Reporting, refer to Volume 1 Module 5.3.

FURTHER ASSISTANCE .

For technical support email [email protected] or phone 1300 558 099

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ANNEX A – ICS LINKING FIELDS FOR SEA CARGO


ANNEX B – ICS LINKING FIELDS FOR AIR CARGO



ANNEX C – ICS LINKING FIELDS BETWEEN DOCUMENTS AND UBMRS

Linking Fields - Underbond Movements – Air Cargo

Linking Fields - Underbond Movements – Sea Cargo (move by sea only)



Cargo List Report

Sea Cargo Outturn

Progressive Discharge

Report

Vessel ID Voyage Number Establishment ID

Port of Arrival

Vessel ID Voyage Number Discharge Port

Container Number Ocean Bill of Lading

Vessel ID Voyage Number

Premises Container Number


Ocean Bill of Lading House Bill of Lading


[Move by sea]


(UBMR)



Air Way Bill Outturn

Air Cargo Report

Import Declaration

Airline Code Flight Number Arrival Date

Port of Arrival


Establishment ID MasterAirWayBill HouseAirWayBill


MasterAirWayBill HouseAirWayBill

MasterAirWayBill HouseAirWayBill



Linking Fields - Underbond Movements – Sea Cargo (move by air, road or rail)

Sea Cargo Report

Import Declaration



Cargo List Report

Sea Cargo Outturn

Progressive Discharge

Report

Vessel ID Voyage Number Establishment ID Discharge Code


Container Number Ocean Bill of Lading House Bill of Lading


Container Number Ocean Bill of Lading House Bill of Lading


Premises Container Number

Vessel ID Voyage Number Establishment ID Container Number

Ocean Bill of Lading House Bill of Lading


Container Number Ocean Bill of Lading

Discharge Port


Arrival/Discharge Port


[Move by air, road or rail]

import cargo reporting overview

Documents